This page covers, in condensed form, the development of the Delaware,Lackawanna and Western Railroad from birth to merger
with the Erie Railroad in 1960, thus forming the Erie-Lackawanna Railroad Company. It is NOT meant to be nor is designed to
be a complete timeline and list of top men in the railroad's HOTSEAT (President's Chair), but list the more important events
in the life of the railroad, list what is left in operation, and what has been abandoned, to name a few.

To get a grasp of how the Delaware,Lackawanna & Western Railroad aka The Lackawanna Railroad developed into the trunk
line system it became, it is felt that presenting a rough family tree would not be a bad place to start. Here it is:

Once these companies and leases were consolidated, the form that the Lackawanna Railroad would take began to take shape.
Some of the men who built the Lackawanna Railroad included the following. George J. Phelps, George and Selden Scranton,Lincoln
Bush,Samuel Sloan,William Truesdale,John Davis,William White, and Perry Shoemaker, who was the last president the Lackawanna
Railroad would ever have.
THREE DIVISION STRUCTURE
Until 1957, the Delaware,Lackawanna & Western Railroad was divided into three operating divisions, each with its own
headquarters located in an appropriate city. The Morris and Essex Division, was largely commuter territory,which covered between
Hoboken,Port Morris Jct.,Branchville, and Washington and Slateford Jct,PA. The Scranton Division covered the territory between
that point, Utica,Syracuse, Johnson City,NY. It also included the Bangor and Portland and the Bloomsburg branch as well. The
Buffalo Division covered the territory from Johnson City to Black Rock,NY.
Total mileage breaks down as follows:
New Jersey, 219.74 miles
Pennsylvania,250.04 miles
New York, 492.4 miles
Total: 462.18 miles

Equipment in operation as of December 31,1953.

While listing equipment in operation at that time, 7 years before the merger, much of it survived to see Erie Lackawanna
service after the two railroads became one.

Much of this equipment survived the 1960 merger with the Erie though the exceptions were the oldest freight cars in the
fleet and those of types not needed by the new railroad, such as the two livestock cars.